Monomolecular carbon-based film for forming lubricious surface on aircraft parts

ABSTRACT

A monomolecular carbon-based film can be placed on an aircraft part, such as the leading edge designed to directly impinge against air during flight, ascent or descent, in order to form a smooth surface having increased lubricity and reduced air friction. The aircraft part may be in the form of a helicopter rotor, wing, propeller, fin, aileron, nose cone, and the like. The monomolecular carbon-based film can be deposited on the aircraft part, for example, using a reactor that includes a bed of silica and through which emissions from a diesel engine are passed. The monomolecular carbon-based film decreases air friction and increased lift of a modified aircraft that includes an aircraft part treated with the film.

BACKGROUND OF THE INVENTION

1. The Field of the Invention

The present invention relates to a monomolecular carbon-based film andaircraft parts incorporating such film for forming a more lubricioussurface and reduce air friction.

2. The Related Technology

Aircraft typically include wings, propellers, rotors, and other partshaving leading edges that impinge air at high speed. Such impingementcan cause friction, potentially causing heat build-up but moreimportantly reducing lift.

In view of the foregoing, there is a long-felt but unsatisfied need toprovide a more efficient and effective method of creating a lubricioussurface on the leading edge or other surfaces of aircraft parts in orderto reduce friction and increase lift.

BRIEF SUMMARY

The invention relates to a monomolecular carbon-based film used to forma more lubricious and friction-resistant surface on an aircraft part inorder to reduce air friction and/or enhance lift. The monomolecularcarbon-based film is comprised of elongated, nano-scale carbon-basedmolecules aligned on a surface of the aircraft part. The elongatedcarbon molecules are aligned side-by-side to form the monomolecularfilm, which has no cracks or other discontinuities and cannot be removedwhen exposed to pressure and other conditions associated with flight.The result is a film that greatly enhances aircraft flight. In addition,the film is highly chemical resistant, thereby preventing corrosion ofthe underlying substrate material and the film itself.

The invention also relates to a process for forming the monomolecularcarbon-based film on an aircraft part and a process for reducing airfriction during flight.

The invention also relates to aircraft, such as helicopters, jet poweredaircraft, airplanes, and missiles that include at least one part with aleading edge that has been treated with the monomolecular carbon-basedfilm in order to form a more lubricious and friction-resistant surface,as well as methods for operating such aircraft with reduced airfriction.

These and other advantages and features of the present invention willbecome more fully apparent from the following description and appendedclaims, or may be learned by the practice of the invention as set forthhereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

To further clarify the above and other advantages and features of thepresent invention, a more particular description of the invention willbe rendered by reference to specific embodiments thereof which areillustrated in the appended drawings. It is appreciated that thesedrawings depict only typical embodiments of the invention and aretherefore not to be considered limiting of its scope. The invention willbe described and explained with additional specificity and detailthrough the use of the accompanying drawings in which:

FIG. 1 is a photograph of a monomolecular film magnified 25 times usinga 100 mm lens;

FIG. 2A is a three dimensional photograph of the film shown in FIG. 1magnified 10 times to show a closer view of the film structure;

FIG. 2B is a photograph that shows a material similar to and verifiesthe structure of the material shown in FIG. 2A;

FIG. 3A is a photograph of the material shown in FIG. 2A but magnified10 times to show that the film is comprised of elongated tubes;

FIG. 3B is a photograph that shows a material similar to and verifiesthe elongated tubular nature of the material shown in FIG. 3A;

FIG. 3C is a photograph of the tubular material of FIGS. 3A and 3B athigher magnification;

FIG. 4 is a nano-scale photograph that shows a portion of the tubularmaterial shown in FIGS. 3A-3C at higher magnification;

FIG. 5 schematically illustrates a proposed arrangement of carbonmolecules in which oppositely charged sides are aligned adjacent to eachother;

FIG. 6 is a cross-sectional schematic view of a substrate withelongated, nano-scale carbon-based molecules aligned to form amonomolecular carbon-based film on a surface thereof;

FIG. 7 is a perspective view that illustrates a monomolecularcarbon-based film deposited on a surface of a helicopter rotor;

FIG. 8 is a perspective view that illustrates a monomolecularcarbon-based film deposited on a surface of an aircraft wing;

FIG. 9 is a box diagram that schematically illustrates a reactionchamber used in combination with a diesel engine for forming elongated,nano-scale carbon-based molecules that are aligned to form amonomolecular carbon-based film;

FIG. 10 is a flow chart showing the various steps involved in improvingcombustion efficiency of a diesel engine and concomitant formation anddeposit of elongated, nano-scale carbon-based molecules that are alignedon a substrate to form a monomolecular carbon-based film; and

FIG. 11 is a schematic view of a reaction chamber used in combinationwith an industrial burner for forming elongated, nano-scale carbon-basedmolecules that are aligned to form a monomolecular carbon-based film.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

The invention relates to a monomolecular carbon-based film used to forma more lubricious surface on an aircraft part, such as a wing,helicopter rotor, propeller, fin, aileron, or nosecone in order toreduce air friction and/or enhance lift. Air friction is caused byimpingement of moving or stationary air against a fast moving aircraftpart. Air friction can potentially create heat and/or reduce the abilityof a wing to create lift. Air friction is particular acute relative tothe leading edge of an aircraft part, which the part that is subjectedto the highest degree of air impingement. The monomolecular carbon-basedfilm forms a more lubricious surface that greatly reduces air frictionand also protects against corrosion of the film itself and theunderlying substrate. The result is more efficient and smoother flight.

As used herein, the term “monomolecular carbon-based film” refers tofilm that is made by aligning elongated nano-scale, carbon-basedmolecules that form a film that is a single molecule thick. The film isstrong, durable, continuous, indelible, and chemically resistant. Theelongated nano-scale carbon-based molecules are alignedshoulder-to-shoulder, are essentially parallel to each other, and extendfrom the substrate surface. The film when initially formed includes asilicon-based material attached on the outer surface, which can beremoved to leave the monomolecular carbon-based film.

As shown in FIGS. 1-4, which are a series of photographs at variouslevels of magnification, elongated carbon-based molecules that make upthe monomolecular film are approximately 30 angstroms wide by 50angstroms long. When compressed, the molecules are elongated to 70angstroms without cracking the film. Individual molecules have a highaffinity for each other and are believed to be electromagneticallycharged with negative and positive ends aligned or arranged in anorderly fashion to form an unbreakable bond that creates a durable,continuous, indelible, chemically resistant surface deposit or treatment(FIG. 5). The outer or exposed surface of the elongated carbon-based,nano-scale molecules is a product of silicon or silicon nitrideparticles that form tubes, and which produce or grow the elongatedcarbon-based nano-scale molecules. This has been verified using a newelectron microscope that produced a photograph released by JohannesGutenberg University in Mainz Germany (FIG. 4). Excess silicon orsilicon nitride can be removed through surface treatment (i.e.,stripping with hydrofluoric acid with no damage to the carbon-basedmolecules deposited beneath the silicon, which are generally in the formof pods or fig leaves). The elongated carbon-based, nano-scale moleculesare tubular with a dome top. The existence of the monomolecularcarbon-based film can be detected using a volt meter and, in additionand is evidenced by the altered properties of substrates treatedtherewith (e.g., shielding a power line prevents corona discharge;electrons cannot penetrate the shield, substrate has reduced friction,etc.).

FIG. 1 shows a magnified photograph of a monomolecular carbon-based filmproduced using a diesel engine coupled with a reactor having a bed ofsilica particles. Methods for manufacturing the film are discussed belowin greater detail. The material comprising the film in the photograph ofFIG. 1 is shown further magnified in FIG. 2A. FIG. 2B is a magnifiedphotograph of a similar material produced by NEC of Japan. Thesimilarities between the materials shown in FIGS. 2A and 2B are readilyapparent, particularly when viewing higher resolution originals ratherthan reproduced copies, with the magnified photograph of FIG. 2Bproviding independent verification of the existence and nature of thematerial shown in FIG. 2A.

The material shown in FIG. 2A was further magnified in the photographshown in FIG. 3A, which better indicates the elongated nature of thecarbon-based nano-scale particles within the monomolecular carbon-basedfilm of FIGS. 1 and 2A. FIG. 3B is a magnified photograph of a similarelongated monomolecular material produced by Johannes GutenbergUniversity in Mainz, Germany. The similarities between the materialsshown in FIGS. 3A and 3B are readily apparent, particularly when viewinghigher resolution originals rather than reproduced copies, with themagnified photograph of FIG. 3B providing independent verification ofthe existence and nature of the material shown in FIG. 3A. FIG. 3C is afurther magnification of a material similar to those shown in FIGS. 3Aand 3B.

FIG. 4 is a nano-scale photograph taken by a new electron microscope atJohannes Gutenberg University that shows elongated carbon-basednano-scale molecules. The molecules include a dome top that isapparently made of carbon and also a material believed to besilicon-based extending around the elongated carbon-based, nano-scalemolecules.

The elongated carbon-based, nano-scale molecules that make up themonomolecular carbon-based film withstood 40 gigapascals or 400,000atmospheres of pressure before cracking. Further testing of the dome topmolecule showed that its interior withstood 350 gigapascals of electronpressure before cracking. These reports are now recognized by otherGerman universities, as well as the university of Finland and CornellUniversity in the USA. The monomolecular film also led to other uses,including enhancing power transmission through electrical power lines.The monomolecular film though almost invisible is easily seen withreflection of light, and electron rejection that can be validated with acommon volt meter.

The discovery of elongated carbon-based molecules that are aligned toform a monomolecular film was originally discovered and developed in1987 by Tom Maganas and Al Harrington. Al Harrington identified theelongated molecule, which was measured with an ellipsometor to be 30angstroms by 50 angstroms. When compressed the molecule increased inheight to 70 angstroms without the normal cracking found in othermolecules (as now validated by Johannes Gutenberg University and thatwas described as a hollow tube with a dome top). When compressed theelongated molecules did not crack as do all other known materials crackas do soap bubbles under any pressure. This was so reported in U.S. Pat.No. 5,143,745 to Maganas and Harrington. U.S. Pat. No. 6,264,908 toMaganas and Harrington, incorporated by reference, describes a processfor forming silicon nitride particles and that was later found to alsoproduce a elongated carbon tube (through chemistry which is not fullyunderstood). The carbon-based elongated molecules separate from thesilicon nitrite particles, which produce two separate layers. The toplayer is made up as silicon nitride particles that form tubes of varioussizes and are seen microscopically as incomplete film, with completepods that resemble fig leaves, and which is debris of little value. Somehave mistaken such silicon tubes as carbon based or graphite based. Thesecond layer is made up of elongated carbon-based molecules that, whenaligned, form an uncontaminated monomolecular film beneath the siliconnitrite pods (i.e., that appear as fig leaf shaped debris). A similarreaction was discovered in CVD, or Chemical Vapor Deposition, and leadto a second method of production of fullerenes and a third method thatproduced the same silicon nitrite particles. A fourth method includesarcing carbon to form rods. The most efficient way to produce theelongated carbon-based, nano-scale molecules that can be aligned to forma monomolecular film uses a reactor that produces hydroxyl radicals thatcause reactions in diesel engine compression, that forms supercriticalwater as a gas that dissolves 18 non organic elements from injectedfuel, including sulfur which is dissolved or refined to a trace ofsulfate ash, (and a great reduction of cost of diesel fuel) and prior toComplete Combustion™. At that point muons are produced as a byproduct ofsupercritical water at the point of Complete Combustion™ that absorboxygen and dissolve unburned elements as fuel. The muon is basically aheavy electron that has an electrical charge identical to that of anelectron. Andrei Sakharov and F. C. Frank predicted the phenomenon ofmuon-catalyzed reactions on theoretical grounds before 1950, and Y. B.Zel'dovitch wrote about the phenomenon of muon-catalyzed reactions in1954. Each catalyzing muon has a life span of about 2.2 microseconds, asmeasured in its rest frame, and the entire cycle is dedicated tolocating suitable isotopes with which to bind. The muon cycle is thecritical step that lowers the normal exhaust average temperature from707° F. exhaust is reduced to 49° C. output from the Maganas Process.Incomplete combustion, produces conditions described in CFR 40-86.34,also soot, sulfur, and twenty three other methane and non methanehydrocarbon contaminants that are continually dumped into atmosphere.Whereas diesel engines equipped with Maganas catalytic converterproducing Complete Combustion emission output at exhaust valve chamberis 99.995% oxygen, nitrogen, and a 80% depleted carbon dioxide, andproven by both 13 and 8 mode EPA mandated tests provided by EPA-DOTcertified CFR 40-41 diesel testing. The balance of the 0.005% includes avery small amount of the material that forms the unique elongatedmolecules.

Recently Johannes Gutenberg University in Mainz, Germany bombarded withelectrons the elongated carbon-based molecule which was firstdiscovered, described, and precisely measured that matched size andshape by both Al Harrington and Tom Maganas. The information waspublished by Rensselaer Polytechnic Institute that verified theexistence of the elongated molecule that was collected by the arcing ofcarbon rods which is a common and expensive method of collecting nanoparticles, which forms huge amounts of dust and debris and are used innano composites today. All four methods have a common chemistry (whichreaction is not fully understood), is seen with a new more powerfulelectron microscope that produced a photograph of the elongated moleculeand included a scale to measure precisely the shape and size of thecarbon molecule that confirms Al Harrington, and Maganas 1987 claims.The most important part of the photo confirms that the elongatedmolecules are a derivative of silicon nitride particles and elongatedcarbon molecules as a growth of silicon nitrite particles that appear aspods containing silicon tubes gathered as floating grape leaves, andphotographically matched all four methods and confirmed all our(Maganas' and Harrington's) previous claims. Rensselaer recentlypublished the electron microscopic photo of the elongated molecules,which were produced by arcing carbon rods. They were aligned with nanowire then bombarded with electrons at a single dwarfed nano carbonmolecule that cracked when electron pressures reached 40 gigapascals, or(400,000) atmospheres of pressure. The recent report from GutenbergUniversity in Mainz, Germany, was reported and certified by RensselaerPolytechnic Institute, and was recognized by many other Germanuniversities, as well as The University of Finland and CornellUniversity in the USA. An electron microscopic photo was later releasedby Gutenberg University of our unique elongated molecule fully sizedattached to silicon particles, which was described in U.S. Pat. No.6,264,908 referred to above.

The unique elongated molecules form a lubricious film that is resistantto friction, including air friction caused by impingement of air againstan aircraft part, particularly the leading edge. The film greatlyincreases the ability of an aircraft part, particularly the leadingedge, to pass through air with far less friction compared toconventional aircraft parts, including parts coated with ceramiccoatings, such as those produced in Italy. The film also forms acorrosion resistant surface, protecting both the substrate and the filmitself from the effects of sun, wind, rain, snow and other environmentaleffects experienced by aircraft.

FIG. 6 schematically illustrates a treated metal article 100 thatincludes a monomolecular carbon-based film 102 deposited on a surface ofa metal substrate 104. The monomolecular carbon-based film 102 iscomprised initially of an outer layer 106 of silicon or silicon nitrideand an inner layer 108 of a carbonaceous (e.g., graphitic) strand (e.g.,a carbon nanotube or other ordered graphitic carbon material). The innerlayer 108 includes individual molecules which are arranged generallyparallel to each other and perpendicular to the surface of the substrate104. The metal substrate may comprise any desired metal that can beformed into a desired shape of a shield (e.g., iron, steel, copper,aluminum, and the like). The outer layer 106 of silicon or siliconnitride can be removed or left in place as desired.

The monomolecular carbon-based film 102 is remarkably smooth, resistantto chemical attack, and, in combination with the metal substrate 104,provides an object that is highly lubricious and which reduces airfriction caused by impingement of the substrate with air.

FIG. 7 illustrates a helicopter rotor 200 that includes a main surface202, a leading edge 204, and a monomolecular carbon-based film on atleast a portion of the main surface 202, particularly the leading edge204, in order to form a lubricious, low friction surface that greatlyreduces air friction caused by impingement of the moving rotor 200 withmoving or stationary air. The monomolecular carbon-based film can alsoguard against corrosion and provide long-term stability of the rotor 200when exposed to the elements. The film may be deposited in every part ofthe rotor 200.

FIG. 8 illustrates an aircraft wing 300 that includes a main surface302, a leading edge 304, and a monomolecular carbon-based film on atleast a portion of the main surface 302, particularly the leading edge304, in order to form a lubricious, low friction surface that greatlyreduces air friction caused by impingement of the moving wing 300 withmoving or stationary air. The monomolecular carbon-based film can alsoguard against corrosion and provide long-term stability of the wing 300when exposed to the elements. The film may be deposited in every part ofthe rotor 300.

The elongated carbon-based, nano-scale molecules that are aligned toform a monomolecular carbon-based film can be formed on any surface as abyproduct of nano technology that led to a diesel Catalytic Converter™that produced “Complete Combustion™” and includes a bed of silica and/oralumina particles that interact with the waste exhaust gases for 20seconds upon ignition to generate highly reactive hydroxyl radicals thatare believed to provide several benefits. The 20 second interactionbetween the bed of silica and/or alumina particles and exhaust gasesyields a modified gas stream that consists 99.995% of nitrogen, oxygen,and 80% depleted carbon dioxide, and a small but significant quantity ofa byproduct that yields the monomolecular carbon-based film, which canbe deposited on any substrate. If the substrate is an elongate sleeve,depositing the monomolecular carbon-based film on a surface thereofyields an electrical cable shield according to one embodiment of thedisclosure.

FIG. 9 schematically illustrates a system that utilizes a diesel enginein combination with a reactor to form the monomolecular carbon-basedfilm. FIG. 9 more particularly depicts the movement of exhaust gases andhydroxyl radicals between a diesel engine 500 and a bed 502 ofcatalytically reactive silica particles. More particularly, exhaustgases 504 produced by the diesel engine 500 exit the exhaust manifoldand are channeled to the bed of silica 502 by means of an exhaustconduit. Interaction between the exhaust gases 504 and the bed of silica502 yields a highly reactive atmosphere comprising highly reactivehydroxyl radicals 506. The hydroxyl radicals 506 are highly energizedand move in all directions, including back toward the diesel enginethrough the exhaust conduit and manifold, where they enter thecylinders. It is believed that the hydroxyl radicals 506 formsupercritical water as a gas plasma within the cylinders (and possiblymuon radicals or particles), which greatly increases the efficiency ofthe engine, eliminates soot and fuel blow-by, and reduces the topcombustion temperature. The result is single phase emissions and greatlyreduced exhaust temperatures compared to convention diesel engines. Inaddition, a monomolecular carbon-based material 508 is produced and canbe deposited onto a metallic substrate in fluid contact with gasescontained within or emitted from the bed of silica 502.

FIG. 10 is a flow diagram showing a sequence 600 including the varioussteps and reactions involved forming a monomolecular carbon-based film.In a first step 602, exhaust gases interact with silica and/or aluminato form hydroxyl radicals. In a second step 604, a portion of thehydroxyl radicals travel toward the exhaust manifold of the dieselengine. In a third step 606, the hydroxyl radicals enter the cylinders.In a fourth step 608, the hydroxyls form supercritical water at hightemperature and pressure. In a fifth step 610, the supercritical waterinteracts with the fuel-air mixture in order to greatly increasecombustion efficiency, eliminate soot and fuel blow-by, and reducecombustion temperature. In a sixth step 612, a byproduct in the form ofa monomolecular carbon-based film is produced and deposited on metallicsubstrates placed into contact with gases produced by the foregoingsequence.

The reactions of the invention also reduce the temperature of theexhaust. Whereas typical specifications are for temperatures of about500° C. at the muffler, exhaust temperatures emitted from the catalyticbed of silica were found to be as low as 49° C. (i.e., cool enough thatmoisture could be collected using a wax coated cup in one instance). Ingeneral, the gases exiting the reaction chamber are substantially lessthan 500° C., typically less than 200° C., often less than 100° C., andsometimes as low as 30° C.

In general, it is currently believed that the “operating temperature”(i.e., the temperature at which the catalytic particles are able toproduce a reactive atmosphere of highly reactive hydroxyl radicals,supercritical water and/or other reactive species (possibly muonradicals) and also form the monomolecular carbon-based film) may be aslow as about 49° C. and as high as about 375° C.

The catalytic systems used to form the monomolecular film according tothe invention can be modified, such as by upscaling or downscaling, tocatalytically treat virtually any waste exhaust stream which includescombustion products of carbon-containing fuels. For example, FIG. 11 isa schematic diagram depicting a catalytic system 700 upsized andconfigured for use in catalytically enhancing combustion by anindustrial burner 702. Industrial burner 702 commonly burns coal, coke,fuel oil, natural gas, or derivatives of coal, petroleum or natural gas,all of which are capable of generating soot, unburnt or partially burnthydrocarbons, and carbon monoxide. Industrial burner 702 can be utilizedin a wide range of industrial operations, such a power generation, metalsmelting, manufacturing, and the like.

Waste gases produced by the industrial burner 702 are carried from theburner 702 to the reaction chamber 704 by means of an exhaust conduit orchannel 706. A compressor 708 may be used to ensure that the exhaustgases produced by the industrial burner 702 are fed into reactionchamber 704 with adequate pressure. An inline introducer of auxiliaryinputs 710 may be used in order to ensure adequate heat and/or moisturecontent of the exhaust gases before they are introduced into thereaction chamber 704. In addition, or alternatively, beat and/ormoisture may be introduced by means of an offline or parallel introducerof auxiliary inputs 712 connected separately to the reaction chamber704. Introducer 712 may also be used to independently fluidize or atleast partially suspend catalytically reactive particles of silica oralumina located within the reaction chamber 704.

In addition to producing cleaner emissions, the reaction chamber 704 canproduce a monomolecular carbon-based film on a metallic substratepositioned in the reaction chamber 704 or in contact with a gaseousstream exiting the reaction chamber 704.

According to an alternative embodiment, a monomolecular carbon-basedfilm can be deposited onto a metal sleeve using other methods, includingchemical vapor deposition (CVD). Appropriate reagents (i.e., organicmolecules, silane, and ammonia) are heated to form a plasma, which isthen deposited onto a metal substrate to form the monomolecularcarbon-based film. However, while CVD forms a useful deposit or film ona metal substrate, it is generally not as readily scalable as theaforementioned method that utilizes waste exhaust gases from a dieselengine and a reactor comprising a bed of silica and/or aluminaparticles.

Example 1

A monomolecular carbon-based film produced by passing emissions from adiesel engine through a reactor containing silica particles (e.g., as inFIG. 9) was deposited onto a 3/16 inch thick steel bar. Themonomolecular carbon-based nanomaterial created a smoother surface thatwas more lubricious to the touch. This deposit could not be scratchedoff (e.g., with a chisel) or burned. The film sealed the bar andprevented oxidation. For example, a similarly coated steel bar wasplaced into ocean water for 30 days but showed no signs of oxidation,which was surprising since steel is readily oxidized in the presence ofsalt water.

The steel bar with the monomolecular carbon-based film was tested bypassing a current through the interior of the steel bar (i.e., throughthe uncoated ends, which were exposed by cutting). A voltage potentialof 1.5 volts was applied between the two ends of the steel bar, whichcaused a current to pass through the steel bar. The sides of the steelbar that included the monomolecular carbon-based film were found to beelectrically insulated and did not permit passage therethrough of anycurrent or electromagnetic radiation. That provided a useful test thatshows where the largely invisible film is located when deposited on ametal substrate.

The monomolecular film can be applied to the surface of an aircraftpart, such as a helicopter rotor, propeller, wing, fin, aileron ornosecone, in order to reduce air friction caused by impingement of airagainst the surface of the part, particularly the leading edge.

Example 2

A monomolecular carbon-based film produced by passing emissions from adiesel engine through a reactor containing silica particles (e.g., as inFIG. 9) was deposited onto a rusted ¼ inch thick steel bar that had acoating of rust on the surface. The monomolecular carbon-basednanomaterial created a smoother surface that was more lubricious to thetouch. This deposit could not be scratched off (e.g., with a chisel) orburned. The film sealed the rusty bar and prevented rust from beingrubbed off, as was possible prior to treating the rusty bar with themonomolecular carbon-based film.

The monomolecular film can be applied to the surface of an aircraftpart, such as a helicopter rotor, propeller, wing, fin, aileron ornosecone, in order to reduce air friction caused by impingement of airagainst the surface of the part, particularly the leading edge.

The present invention may be embodied in other specific forms withoutdeparting from its spirit or essential characteristics. The describedembodiments are to be considered in all respects only as illustrativeand not restrictive. The scope of the invention is, therefore, indicatedby the appended claims rather than by the foregoing description. Allchanges which come within the meaning and range of equivalency of theclaims are to be embraced within their scope.

1. A treated aircraft part having increased lubricity and resistance toair friction, comprising: an aircraft part having a body, main surface,and leading edge designed to directly impinge against air during flight,ascent or descent; and a monomolecular carbon-based film having alignedelongated carbon-based molecules deposited on at least the leading edgeand optionally at least a portion of the main surface of the aircraftpart, the monomolecular carbon-based film providing a smooth surfacewith increased lubricity and resistance to air friction when the leadingedge or main surface of the aircraft part directly impinges air duringflight, ascent or descent.
 2. A treated aircraft part as in claim 1,wherein the aircraft part is a helicopter rotor.
 3. A treated aircraftpart as in claim 1, wherein the aircraft part is a wing.
 4. A treatedaircraft part as in claim 1, wherein the aircraft part is a propeller.5. A treated aircraft part as in claim 1, wherein the aircraft part isan aileron.
 6. A treated aircraft part as in claim 1, wherein theaircraft part is a fin.
 7. A treated aircraft part as in claim 1,wherein the aircraft part is a nose cone.
 8. A treated aircraft part asin claim 1, wherein the aircraft part comprises at least one metalselected from the group consisting of iron, steel, aluminum, and copper.9. A treated aircraft part as in claim 8, the monomolecular carbon-basedfilm providing corrosion resistance to the at least one metal.
 10. Amethod manufacturing a treated aircraft part for increasing lubricityand reducing air friction, comprising: passing an exhaust streamproduced while burning a carbon-based fuel through a reactor containinga bed of particles comprised of at least one of silica or aluminaparticles to yield a modified exhaust stream that exits the reactor;contacting the modified exhaust stream with at least a portion of anaircraft part having a main surface and a leading edge, the aircraftpart being composed of at least one type of metal; and causing orallowing a monomolecular carbon-based film to form on the at least theleading edge of the aircraft part and optionally on at least a portionof the main surface, the monomolecular carbon-based film comprisingaligned elongated carbon-based molecules, the monomolecular carbon-basedfilm providing a lubricious surface that inhibits air friction andcorrosion.
 11. A method as in claim 10, wherein the exhaust stream isproduced by a diesel engine, the reactor producing hydroxyl radicalswithin 30 seconds of diesel ignition, and thereafter the diesel enginehaving essentially complete combustion in which is 99.995% of theexhaust gases produced thereby include oxygen, nitrogen and 80% depletedCO₂, with a drop in temperature.
 12. A modified aircraft having reducedair friction and increased lift during flight, descent or ascent,comprising: an aircraft that includes at least one aircraft part with aleading edge designed to directly impinge against moving or stationaryair during flight, descent or ascent; and a monomolecular carbon-basedfilm having aligned elongated carbon-based molecules deposited on atleast the leading edge of the aircraft part, the monomolecularcarbon-based film providing a smooth surface with increased lubricityand resistance to air friction when the leading edge of the aircraftpart directly impinges air during flight, ascent or descent of theaircraft.
 13. A modified aircraft as in claim 12, the aircraftcomprising a helicopter.
 14. A modified aircraft as in claim 12, theaircraft comprising a jet powered aircraft.
 15. A modified aircraft asin claim 12, the aircraft comprising an airplane.
 16. A modifiedaircraft as in claim 12, the aircraft comprising a missile.
 17. A methodof flying an aircraft with reduced air friction, comprising: providing amodified aircraft comprised of: an aircraft that includes at least oneaircraft part with a leading edge designed to directly impinge againstmoving or stationary air during flight, descent or ascent an air; and amonomolecular carbon-based film having aligned elongated carbon-basedmolecules deposited on at least the leading edge of the aircraft part,the monomolecular carbon-based film providing a smooth surface withincreased lubricity and resistance to air friction when the leading edgeof the aircraft part directly impinges air during flight, ascent ordescent of the aircraft; and causing or allowing the modified aircraftto fly, ascend or descend through air.